Internal-combustion engine



R. CALOW INTERNAL COMBUSTION ENGINE.

APPLICATION FILED JUNE 21,1918,

Patented Jan. 4, 1921.

2 SHEETS-SHEET 1.

//v VE/VTOR 2761x5672 @QZQW R. CALOW.

INTERNAL COMBUSTION ENGINE.

AP CATION FILED JUNE 2|, I918- Patented Jan. 4, 1921.

2 SHEETSSHEET 2.

' l/VI/E/VTOR ,Zfezzen 02/7020'" UNITED STATES REUBEN cA ow, or cnrcneo,mums.

rN'rnn nn-coivrnusrroN ENGINE.

Specification of Letters latent.

Application filed June 21, 1918. seri iNo. 241,159.

To all whom it may concern:

Be it known that I, REUBEN CALOW, a citizen of the United States,residing at Chicago, in the county of Cook and State of Illinois, haveinvented certain new and useful Improvements in Internal-CombustionEngines, of which the following is a specification.

The present invention relates generally tov internal combustion engines,and more particularly to a novel arrangement and construction of certainconduits, and parts associated therewith,'which operate in conjunctionwithheated portions of the engine to supply to the explosive mixture adesired quantity of heated air.

Among the objects of this invention are certain improvements in theconstruction of internal combustion engines by which economy is obtainedin the consumption of fuel; by which greater engine efiiciency isattained without an increase in fuel consumption; and by which thetemperature of certain parts adjacent to other heated parts is keptwithin desired limits.

My invention aims additionally to accomplish the above ends by meanswhich are inexpensive, unitary in construction, and

hence easily attached, and certain in operation as well. Other objectswill also hereinafter appear from a detailed description of theinvention as contained in the accompanying specification and claims, andas exhibited in the accompanying drawings representing tw wherein I IFigure 1 is a side elevation of an internal combustion engine showing inlongitudinal section a singlemanifold containing intake and exhaustpassages, with which the improvements of this invention are combined;

Fig. 2 is a transverse section taken on line 22 of Fig. 1;

Fig. 3 is a detail in section of a valve ar ranged either for automaticor'manual control for regulating the amount of heated air supplied tothe intake passageof the manifold 4 is a side elevation of an internalcombustion engine equipped with manifold of modified construction;

Fig. 5 is a transverse section taken on line embodiments thereof, 7

Patented Jan. 4., 1921.

The device to be herein: described is I shown 1n connection witha-.multi-cylinder internal combustion engine designed for an tomobile use,and designated generally by the numeral 5.: Upon the side of the engineis a combination intake and exhaust mani' fold 6, formed of asinglecasting and arranged for connection with the engine parts,

This manifold is of in-the usualmanner. novel construction, its 1various passages being so disposed, as to present an efiicient tively,forming gas tight connections with suitable intake ports provided in theengine. designed'for' use with a four cylinder engine havingdistributing passages leading from each intake port to the explosionchambers of two cylinders, so that the mani- 70f anyapproved type coniIn the form shown, the manifold is fold requires but two delivery ports12 and 13. for distributing the mixture to all four cylinders. Suchdetails of construction,

however, are relatively unimportant to this invention, as obviously thenumber and disposition of theoutlet ports'formed in the manifold willbe" governed, to a considerable extent at least, by the design of theengine with which it is to be used. I These inletiports to the engineare in prac tice generally alined with other exhaust ports, one foreachcylinder, through which i the spent gases find egress, and toconnect with suchpoints of outlet the present mani-' fold also providedwith ports marked 14, each of which communicates with a main exhaustpassage 15 to which a pipe 16 is connected' to lead away the spent gasesto any convenient point of exit. The exhaust passage 15 is preferablylocated above, and the mixture distributing passages 12 and 13 be;

low, the line of ports entering the engine cylinders, but itis mypurpose to so separate these passages that'the heat within the one willnot undesirably affect the temperature of'the other. Accordingly,,aswill be obiIlg with' inlet and exhaust ports in the enserved inFigQI,between each of the open- 'ings 12. 13, and 14 in the manifold connect-I gine, there is provided an intervening space 17, which receives at alltimes the cooling effect of the outside air, and serves, besides,-'as anopening through which a bolt 18, or other attaching medium, connect withthe engine to secure the manifold in place. It will be noted, therefore,that while the present construction is extremely compact, it provides,nevertheless, for a substantial separation between the intake andexhaust passages of the manifold, such thatany eXtended interchange ofheat units is rendered difficult. i

In addition to the features of novelty already described, there is yetanother improvement incorporated therewith, which makes for theefiiciency of the present manifold. This consists of a tube or pipe 19posi tioned within the exhaust passage 15 and arranged for theconduction of air to the main inlet passage 9 of the manifold. Asappears from Figs. 1 and 2, this pipe has its inlet end 20 projectedthrough the closed end of the exhaust passage of the manifold, isextended therewithin for practically the length of-the manifold, is thenbent upon itself as at 21, and at about midway of the length of themanifold, as at 22, takes a turn of ninety degrees or th'ereabout topass through the walls which'lform the proximate air space 17, so as toenterfthe main inlet passage of the manifold. The delivery end 23 of thepipe 19 terminates in the passage 9 preferably slightly below the pointwhere the mixture commences to travel into the distributing passages 10and 11, and is so arranged as to deliver the air into the passage 9 in adirection which is counter. to the flow of the combustible gases passingtherethrough .to the engine cylinders. The action resultingfrom adelivery of air in this manner into the main passage 9 is such as tocause a more thorough andmore effective diffusion and commingling of theair with the explosive miXture,a very desirable end in internalcombustion engines.

The amount of air passing through the pipe'lS), as well as itstemperature at the point of delivery, may be controlled to aconsiderable extent by providing. a suitable throttle device at itsinlet end 20. Such a device, designated generally as 24, is shown inFig.1,the details of a preferred construc- .tion being illustrated inFig. 3.- I regard it as desirable that this throttle device should bedesigned either for automatic or manuallycontrolled operation, or both,and with this end in view the construction now to be described possessesspecial advantages. Re-

bushing 27, whose upper end is shaped to provide a valve seat for a ball28. The

valve casing. The parts thus described operate whenever suction forcesare present to lift the ball and thereby take in air through the pipe19. The upper end of the casing 25 is provided witha manually controlledvalve which is, of course, closed when the ball valve is in operation.

within an appropriate seat in the casing, and provided with an opening33 adapted to open up a passage for air to enter through This secondvalve consists of a plug 32 rotatably arranged,

the upper end 34 of the casing and thence pass through the outletpassage 31 into the pipe '19. The plug 32 may be equipped with anoperating arm or lever 35 arranged for connection with a control rod(not shown) leading from any convenient point of operation. If thethrottle device is to be operatedentirely manually, then a cap 36 shouldbe. secured to the bushing 27,. as shown in Fig. 3, to close the lowerinlet, but its use may be dispensed with when it is desired to haveapart automatic and a part manual control.

Now by referring to Figs. 4, 5, and 6, a modified structure of manifoldwill be seen.

As this in most respects is similar to the one already described, Ishall explain its construction only briefly.

The walls of the manifold of Figs. 4, 5, and 6 are formed to provide amain intake passage 40 connecting with two distributing passages 41 and42, which terminate in out-- lets 43 and 44 respectively, adapted tocommunicate with intake ports formed in the engine. In line with suchports are other ports in the engine, through which the exhaust gasestravel to pass through inlets 45 communicaing with the main exhaustpassage 46 of the manifold, through which they are conducted and ledaway by means of a suitable eduction pipe 47. As in the case of havearranged means for the conduction of air somewhat different from thepipe 1910f Fig.1. This means consists of a box or chamber preferablycast integral with the manifold andformed to provide a main assage 49extendingsubstantially the length of the manifold, and then reversedupon itself for about half the length of the manifold to provide asection 50, which then turns toward the main intake passage 40 withwhich 130 it communicates as at 51. The disposition already described inconnection with Figs. 1, 2, and 3, it is thought that furtherexplanation is unnecessary.

Throughout this specification I have exj spect vely with said passages,and said walls plained the principal pointsof advantage arising from (1)the use of a combined intake and exhaust manifold constructed inaccordancewith this invention; (2) the use of an air conduction passagewithin the manifold having the major portion of its length exposed tothe heat of the spentgases and its outlet end terminating within themain inlet passage adjacent to the distributing passages; and (8) theuse of a suitable sage, a s a v s The combination with an internalcomthrottle device, preferably arranged either for automatic or positivecontrol, or both,

by which the supply of heated air delivered into the inlet passage mayberegulated; so that any further elaboration is not deemed necessary. Ofcourse, these several features are capable of modification withoutdeparting essentially from the spirit of my invention, and in so far asany such modification may incorporate or make use of the novel andimproved means defined in the appended claims, I desire that they shallbe included Within the scope of this patent.

s I claim: s

' 1. The combination with an internal combustion engine having inlet andoutlet ports therein, of a combination intake and exhaust manifold whosewalls are formed to provide a main inlet passage adaptedto receive theexplosive mixture, a plurality of distributing passages communicatingtherewith and having openings communicating with the inlet ports of theengine, and an exhaust passage having openings communicating with theoutlet ports of the engine, the several openings in the manifold beingin substanwitness tial alinement and the exhaustzpass'age being x I I"located to one side, and the distributlng paS sagesto the other'side,of the line of openings, the Walls of the manifold being formed toprovide also spaces opentothe outside air located between 'thewallsforming the exhaust and distributing passages whereby said passagesare separatedat intervals, substantially as described. s a

2.In combination, a combined manifold 9 adaptedto be applied to aninternal como bustion engine having walls formed to pro vide inlet andexhaust passages and Y inlets and exhaust openings communicating rebeinglikewise formed to provide spaces open to the exterior between theexhaust and I inlet passages, the several openingsin the, vmanlfoldbeingin substantial alinement, and

an air conduit extending circuitously with a air space between theexhaust and intake passages and openinginto the intake pasbustion enginehaving inlet and outlet ports therein, ofa combinationintake' andexhaust manifoldwho'se walls are formed to provide a main inletpassageadapted to receive the explosive'mlxture, a plurality ofdistributing passages communicating therewith and having openingscommunicating withthe inlet ports of the engine, an exhaust passagehaving openings communicatingwith the outlet ports of theengine,itheseveralopen; ings in themanifold being insubstantialalinement, the walls of themanifold'being vformed to provide also spacesopen ,to'the a 1 outside air which separate the walls of the exhaust anddistributing passages, and an b ion pipe arranged within the 1 manifoldextending through the exhaust passage and directly into the inlet passae and terminating in the inlet passage, su stantially as described.

"REUBEN oALow.

EPHRAIM BANNINGQ] I

